“Replacing the Daedalus-Class of Ships in 2196, for the next three decades these ships were crewed with Starfleet's best and brightest." (Federation: The First 150 Years)

Instructions are available at Rebrickable: Einstein Class

Replaces my previous version. Changes include removal of upper nose sensor, removal of windscreen green sun tinting, landing gear doors closed (as would be on the actual aircraft), revision of the camoflauge scheme to to more accurate colors and pattern, and new armament including 2 Mk84 2000lb LGBs, 2 LAU-19 FFAR (Folding Fin Aerial Rocket) pods, 2 AIM-9 Sidewinder air to air missiles, and the retained 25mm belly gun pod system.

A visit to Caernarfon Castle in North Wales. It was here in 1911 and 1969 that the Prince of Wales was inaugurated (Prince Edward later Edward VIII and the current Prince of Wales, Prince Charles).

Caernarfon Castle (Welsh: Castell Caernarfon), often anglicized as Carnarvon Castle, is a medieval fortress in Caernarfon, Gwynedd, north-west Wales cared for by Cadw, the Welsh Government's historic environment service. There was a motte-and-bailey castle in the town of Caernarfon from the late 11th century until 1283 when King Edward I of England began replacing it with the current stone structure. The Edwardian town and castle acted as the administrative centre of north Wales and as a result the defences were built on a grand scale. There was a deliberate link with Caernarfon's Roman past and the Roman fort of Segontium is nearby.

While the castle was under construction, town walls were built around Caernarfon. The work cost between £20,000 and £25,000 from the start until the end of work in 1330. Despite Caernarfon Castle's external appearance of being mostly complete, the interior buildings no longer survive and many of the building plans were never finished. The town and castle were sacked in 1294 when Madog ap Llywelyn led a rebellion against the English. Caernarfon was recaptured the following year. During the Glyndŵr Rising of 1400–1415, the castle was besieged. When the Tudor dynasty ascended to the English throne in 1485, tensions between the Welsh and English began to diminish and castles were considered less important. As a result, Caernarfon Castle was allowed to fall into a state of disrepair. Despite its dilapidated condition, during the English Civil War Caernarfon Castle was held by Royalists, and was besieged three times by Parliamentarian forces. This was the last time the castle was used in war. Caernarfon Castle was neglected until the 19th century when the state funded repairs. In 1911, Caernarfon Castle was used for the investiture of the Prince of Wales, and again in 1969. It is part of the World Heritage Site "Castles and Town Walls of King Edward in Gwynedd".

A Grade I listed building.

Caernarfon Castle

History

Begun in 1283 and still incomplete when building work ceased c1330. Built for Edward I of England, it combined the roles of fortification, palace and administrative centre. A motte and bailey castle had been built here in the late C11 by Earl Hugh of Chester, although it became a residence of Welsh princes, including Llewelyn ap Gruffudd, after the Welsh regained control of Gwynedd by 1115. The English conquest of N Wales followed quickly after the death of Llewelyn ap Gruffudd in 1282 and Caernarfon was built to consolidate the English gains. Edward I employed James of St George as his architect, who had previously been employed by Philip of Savoy and had designed for him the fortress-palace of St Georges d'Esperanche. James also directed the building other castles for Edward I, including Harlech, Conwy and Beaumaris, using English craftsmen and labourers. The design of Caernarfon Castle echoed the walls of Emperor Constantine's Roman city of Constantinople, which also has polygonal towers and banded stonework, and was thus intended by Edward to be an expression of imperial power. Edward I and Queen Eleanor visited Caernarfon in 1284 and it was said that their son, Edward, the first English prince of Wales, was born at the castle in 1284.

Construction of the castle was integrated with the construction of town walls protecting the newly established borough, the town being situated on the N side of the castle. By 1292 the southern external façade of the castle was probably complete, while on the N side the castle was protected by a ditch and the walled town. The castle was damaged during an uprising in 1294 led by Madog ap Llewelyn, but Edward I swiftly regained control of Caernarfon and the castle, where restoration work began in 1295. The uprising had demonstrated the need to complete the castle's defences on the town side, which were largely built in the period 1295-1301. Work subsequently continued at a slower pace in the period 1304-30 and included the completion of the towers, including the Eagle Tower which was completed 1316-17 and in 1316 the timber-framed 'Hall of Llewelyn', the Welsh prince's residence at Conwy, was dismantled and shipped to Caernarfon. The upper portion of the King's Gate was constructed in 1321 and included a statue of Edward of Caernarfon, who had been crowned Edward II in 1307.

The castle was garrisoned for nearly 2 centuries but was increasingly neglected as hostilities softened from the C16 onwards. The castle was garrisoned for Charles I during the Civil War but was surrendered to the Parliamentarians in 1646. In the C18 the castle became one of the most celebrated of ruins in Wales, which began its present phase as tourist attraction and ancient monument. Restoration was undertaken in the final quarter of the C19 under the direction of Sir Llewelyn Turner, Deputy Constable. In 1908 ownership passed from the Crown to the Office of Works and restoration work continued. This included the reinstatement of floors in most of the towers and reinstatement of the embattled wall walks by 1911. The castle was the venue for the investiture of both C20 Princes of Wales, in 1911 and 1969.

Exterior

Constructed of coursed limestone with darker stone banding to the S and E external façades between the Eagle Tower and NE Tower. The plan is polygonal, resembling a figure of 8, and constructed around an upper and a lower ward in the form of curtain walls and mainly 3-stage polygonal towers with basements (in contrast to the round towers of the town walls). The structure is in 2 main phases. The earlier is the S side, from and including the Eagle Tower to the NE Tower, was constructed mainly in the period 1283-1292, while the N side facing the walled town was built after the uprising of 1294. The curtain walls are embattled with loops to the merlons and a wall walk. Openings are characterised by the frequent use of shouldered lintels, giving rise to the alternative term 'Caernarfon lintel', and 2-centred arches. The towers have reinstated floors of c1911 on original corbels. The outer walls have arrow loops. Windows are mainly narrow single-light, but some of the mullioned windows incorporate transoms.

The principal entrance is the 3-storey King's Gate on the N side. It is reached across the ditch by a modern segmental-arched stone bridge with stone steps to the outer side, replacing the medieval drawbridge. The King's Gate has polygonal towers with 2-light windows to the outer facets in the middle stage and 2-light windows in the upper stage. The entrance is recessed behind a segmental moulded arch. It has a 2-centred arch beneath string courses and 2-light transomed window. Above the main arch is a statue of Edward II in a canopied niche with flanking attached pinnacles.

To the R is the outer wall of the kitchens and then the Well Tower, of 3 stages with basement. The Well Tower has a higher polygonal turret reinstated in the late C19 and full-height square projection on the W side housing the well shaft. The tower has 2-light windows in the middle and upper stages.

The Eagle Tower at the W end is the largest of the towers, having been designed to accommodate the king's lieutenant. It has 3 stages with basement and 3 higher polygonal turrets. The battlements are enriched by carved heads and eagles, although much weathered. On the N side are 2-light windows and an attached stub wall with drawbridge slot. This is the planned water gate through which water-borne supplies were intended to be conveyed to the basement of the Well Tower at high tide, but it was not completed. It has polygonal responds to the gate, a portcullis slot and 2 superimposed windows between the basement and ground-floor levels. On the N side is a flight of stone steps to an arched doorway at basement level. This postern was the main entrance for those approaching by sea. On the S side the curtain wall is built on exposed bedrock and the Queen's Tower, Chamberlain Tower and the Black Tower each have a single higher polygonal turret. The outer faces have only narrow loops. On the W side of the Chamberlain Tower are stone steps to a doorway under a shouldered lintel that led into the great hall. On the E side of the Black Tower is the shorter polygonal Cistern Tower, with the unfinished Queen's Gate at the SE end. Between the Chamberlain Tower and Black Tower the curtain wall is stepped in, from which point there is a substantial raked stone plinth continuing around to the NE Tower. The Queen's Gate has double polygonal towers linked by a straight wall above the gateway, while the openings are all narrow loops. The gateway is raised above a high basement storey (and would have been reached by the building of a massive stone ramp) and is recessed beneath a segmental arch with murder holes. The Watch Tower to the N is narrower and higher than the remaining towers, beyond which is the 2-stage NE Tower, which has a 2-light window. Returning along the N side, which was built after 1295, the curtain wall and the 4-stage Granary Tower incorporate 2-light windows.

The King's Gate has murder holes to the vault and porters' rooms to the L and R, leading to the interior. Internally the castle is planned around an upper ward on the E side and a lower ward on the W side. Through the entrance passage is a 2-storey projection on the R (now housing a shop), the S side of which retains 2 portcullis slots and a vault springer, indicating that a second entrance was built here, although it no longer survives above the foundations. Above the main gate is a former chapel, which retains its original piscina. The upper storey hall has window seats. On the W side of the King's Gate are the foundations of the kitchens in the lower ward, in which are 2 round foundations for copper cauldrons and springer of a former vault. The Well Tower does not have reinstated floors, but in each storey a fireplace and garderobe are retained and in the second stage is a small kitchen above the well chamber. The fireplaces all differ in detail: in the basement is a segmental arch, the lower storey a tripartite lintel, the second stage a projecting lintel on corbels with raked hood, and chamfered lintel to the upper stage. The tower has a full-height newel stair. The basement is reached by external stone steps. Between the Well Tower and Eagle Tower is a restored fireplace with a raked hood in a chamber whose outline walls are visible.

The Eagle Tower has stone steps to the basement to the L of the main doorway, both lower stage and basement having pointed doorways. The upper stages have 2-light windows similar to the outer faces. The thick walls incorporate mural passages and stairs. In the lower stage is a large fireplace with raked hood and a small octagonal chamber that probably served as a chapel. The great chamber in the second stage also has an octagonal chapel, which retains a stoup or piscina. Between the Eagle Tower and the NE Tower the curtain wall and towers have mural passages in addition to the wall walk and generally have stone steps in either straight flights to the wall walks or newel stairs, and most chambers in the towers have associated garderobes. The Queen's Tower, known as the 'Banner Tower' in the C14, and the Chamberlain Tower have chambers in each storey with small square subsidiary chambers that probably served as chapels, and 2-light windows. The Queen's Tower has 3 octagonal chimney shafts behind the parapet. In the Chamberlain Tower the lower storey retains a fireplace with shouldered lintel. Both towers are occupied by the museum of the Royal Welch Fusiliers. Between Queen's Tower and Chamberlain Tower are the foundations of the great hall, while the 2 superimposed mural passages in the curtain wall have 2-light windows that formerly opened into the hall.

The Black Tower is smaller than the other towers and has only single chambers in each stage, with cambered fireplace in the upper chamber, and 2-light windows. The Cistern Tower has a vaulted hexagonal chamber beneath an open stone-lined rainwater tank visible on the wall walk. In the unfinished Queen's Gate the position of porters' rooms is discernible in the flanking towers of which the S has a lintelled fireplace while both have garderobes. Portcullis slots and murder holes are in the passage. The upper storey over the passage was to have been a hall but was not completed. The Watch Tower is entered by a doorway at the wall walk level only.

The NE Tower is simpler with single chambers in each stage, as is the Granary Tower, which incorporates a well shaft and has a fireplace with raked hood in the upper stage. Between the NE Tower and the King's Gate the curtain wall has corbels representing former buildings built against the curtain, and its mullioned windows incorporate window seats.

Reasons for Listing

Listed grade I as one of the finest medieval castles in Wales, and unique in its royal associations.

Scheduled Ancient Monument CN 079.

World Heritage Site.

Well Tower to the Eagle Tower. Queen's Tower on the left.

As part of on-going servicing and maintenance. The engine air cleaner on 659 has been replaced with another new Crosland element to keep the bus breathing clean air. Having lived on a farm for a number of years it was surprisingly dirty given the limited chance to start and run the bus at the old location.

Now replaced by a Tesco. I'm not sure of the exact position of this sign, so I haven't got the Streetview in the right position, but here's a general view of the site! goo.gl/maps/4NdbK1ihFd5p4xMr6

The petrol station forecourt is in a slightly awkward location, not really visible from the road, as the discussion under Sludgegulper's photo here www.flickr.com/photos/sludgeulper/3176280934 mentions.

The GTC4Lusso replaced the prior "FF", with the same top speed and V-12. Compression now 13.5:1, increasing power. The top-of-the-line model comes with 4 wheel drive and 4 wheel steering.

A twin-turbo V-8 version with rear wheel drive only was produced 2017-2020.

Production ended in 2020 and no follow-on model has been announced.

Ferrari spec's as quoted in Wikipedia:

Top speed: 335 km/h (208 mph).

6,262 cc (382.1 cu in) Ferrari F140 65° V12 engine

690 PS (507 kW; 681 hp) at 8,000 rpm and 697 N⋅m (514 lb⋅ft) of torque at 5,750rpm.

I replaced the original with a slightly better version. I fixed up the ground, got rid of some colors that blended when I saved it, and gave the goombas white eyes.

Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 06-Oct-24.

Another lessor owned aircraft with quite a history. First flown in Mar-93 with the Airbus test registration F-WWIU, this aircraft was delivered to ILFC and leased to Dragonair (Hong Kong) as VR-HYR in May-93. It became B-HYR in Aug-97 when Hong Kong became an autonomous region of China.

It was returned to the lessor in Jun-98 and immediately leased to TransAer International Airlines (Ireland) as EI-TLR. TransAer was one of the leading ACMI providers of its day and the aircraft was wet-leased to many other airlines.

The aircraft was wet-leased to Nouvelair Tunisie (Tunisia) between Jun/Nov-98, Transmeridian Airways (USA) between Nov-98/Apr-99, Britannia Airways between May/Sep-99, Khalifa Airways (Algeria) between Oct-99/Apr-00, Adria Airways (Slovenia) between Jun/Jul-00 and Air France in Aug-00.

In Oct-00 while the aircraft was with Air France, TransAer ceased operations. It was returned to TransAer, repossessed by the lessor and stored at Toulouse until Feb-01 when it was leased to EuroCypria as 5B-DBJ. The aircraft returned to the lessor in Jul-03 and was immediately leased to WindJet (Italy) as I-LING.

The aircraft was returned to the lessor in Nov-09 as EI-EEY and stored at Chateauroux, France. It was leased to Viking Hellas Airlines (Greece) as SX-SMU in Feb-10 and wet-leased to XL Airways France in Mar-10 for the summer season, returning to Viking Hellas in Oct-10.

Viking Hellas was renamed Fly Hellas in Apr-11, however the aircraft was stored at Montreal-Mirabel, Canada in Nov-11 and Fly Hellas ceased operations the following month. It was returned to the lessor as EI-EEY and remained stored at Montreal-Mirabel.

In Jun-12 it was sold to KCA Aviatrans (Ukraine) as UR-CKB and transferred to Khors Aircompany as UR-REZ in Aug-12. The aircraft was wet-leased to Iran Airtour in Sep-12 and the lease was transferred to Mahan Air (Iran) in Dec-12.

They bought it in Nov-13 as EP-MNK. It was transferred to Iran Aseman Airlines and re-registered EP-APE in Nov-14. The aircraft was withdrawn from service and stored at Tehran in Apr-17. It didn't return to service and is thought to be permanently retired. Updated 06-Oct-24.

Replacing an earlier scanned photo with a better version 02-Apr-22 (DeNoise AI).

Operated by Kendell Airlines on behalf of Ansett Australia.

Buick revived the Roadmaster name for a B-body station wagon in 1991, replacing the Estate Wagon in the lineup. Using the 115.9-inch (2,940 mm) wheelbase that was introduced for the 1977 model year, the wagon was called the Roadmaster Estate Wagon. A sedan joined the wagon for 1992, with its own distinct sheet metal, although it shared parts with other full-size GM models. The Roadmaster Estate was a badge engineered Chevrolet Caprice Estate (also sold as the Oldsmobile Custom Cruiser) the three variants differing mainly in grille design and trim. It was slightly larger than the all-new Buick Park Avenue in 1991.

Simulated woodgrain side and back panels (made of vinyl) were standard on the Roadmaster Estate, although a delete option (WB4 wood delete) was available for credit. The "Vista Roof", a fixed sunroof over the second-row seats that was not available on the Caprice, was standard as well. The Roadmaster Estate could seat up to eight with an optional third-row seat. All these wagons initially used Chevrolet's 5.0 L small-block V8, but both Buicks used the larger 5.7 L version from 1992.

From 1994–1996, the Roadmaster, like all B-Body variants, began utilizing the iron head version of the Gen II LT1 V8, its 350 c.i/5.7 liters producing 260 hp (194 kW) and 335 lb·ft (454 N·m) of torque. The switch from the Gen I TBI 5.7L V8 was due to increasing standards for emissions and fuel economy that the aging Gen I could no longer meet. This motor was shared with the Impala SS of the same era and was related to the 4.3 L/265 c.i. L99 V8 that was the base motor for the Chevrolet Caprice, and varied mainly from the F body and Corvette applications by:

A) using iron heads rather than aluminum (specified by police departments for durability and utilized throughout the B-Body line) B) a milder cam that produced a better torque curve for the heavy B-Bodies. C) various intake silencers used to make the engine more palatable to the luxury market and/or pass drive-by noise standards. D) Two bolt main journal bearing caps (also true with the F-body LT1 engines, but not the Corvette).

The Roadmaster was only delivered with the 5.7 L LT1, however, and such cars can be detected visually by a factory-installed stainless steel dual exhaust. The interior of the LT1 cars are distinguished by utilizing analog gauges rather than digital. However, unlike its stablemates, the 9C1 Caprice and Impala SS the Roadmaster was limited to 108 mph (174 km/h) due to the factory-fitted tires not being rated to run the 140 mph (230 km/h) plus the 9C1 and SS were capable of. The engine returns 17 mpg-US (14 L/100 km; 20 mpg-imp) city/25 mpg-US (9.4 L/100 km; 30 mpg-imp) highway for a 4,200 lb (1,900 kg) full-sized car (4500 lb for the wagon), up 1 mpg-US city from the previous version.

The transmission from 1994–96 was changed from the 'analog' 700R4/4L60 to the electronically controlled version of the same, the 4L60E.

Ordered with the towing package, the 94-96 Roadmaster was advertised to tow up to 5000 pounds, although the Estate Wagon owner's manual extended that to 7,000 lbs when using a weight distributing hitch, dual sway controls, increasing the rear tire pressure to 35 psi and disabling the Electronic Level Control. The tow package added 2.93 gears and a limited slip differential, heavy duty cooling system including oil and transmission coolers, and a factory installed self leveling rear suspension consisting of air shocks, a height sensor between the rear axle and body and an on-board air compressor. The most distinctive feature was the combination of one conventional fan driven mechanically from the engine alongside of one electric fan, offset to the left (non-towpack cars came with two electric fans).

GM discontinued both the Roadmaster sedan and the Roadmaster Estate in 1996, ending production on December 13 of that year. This was blamed on the smaller but more expensive and luxurious Park Avenue growing in size; the Roadmaster trim levels never exceeded that of the smaller but still full-sized Buick LeSabre, as this enabled the Park Avenue to remain as Buick's flagship car. Interestingly, both the Park Avenue and LaSabre were front-engine front-wheel drive cars, in contrast to the Roadmaster's front-engine rear-wheel drive layout. Another reason was largely a response to the SUV craze, as the Arlington, Texas factory where the assembly line that specialized in RWD cars were built was converted to truck and SUV production. Along with the discontinuation of the related Cadillac Fleetwood and Chevrolet Caprice, this signalled the end of General Motors' production of rear-wheel drive, full-size cars. When discontinued, the Roadmaster Estate and the similar Chevrolet Caprice wagon brought up the end of the era of the full-size family station wagon.

Canada's prime minister from 1993–2003, the Right Honourable Jean Chretien, was driven in armoured Buick Roadmasters during his term of office

[Text from Wikipedia]

en.wikipedia.org/wiki/Buick_Roadmaster

This Lego miniland scale 1992 Buick Roadmaster Estate has been created for Flickr LUGNuts' 96th Build Challenge - The 8th Birthday, titled - 'Happy Crazy Eight Birthday, LUGNuts' - where all previous build challenges are available to build to. This model is built to the LUGNuts 81st Build Challenge, - "Generation Gap" - a challenge to build a vehicle or group of vehicles which represent a car line that has existed in more than one generation.This model complements the 1950 Buick Roadmaster Estate posted recently.

Replacing an earlier digital photo with a better version 26-Oct-21 (DeNoise AI).

EirJet was an Irish airline (based at Shannon, Ireland). Operations started in Dec-04 and they ceased operations in mid Oct-06. There was some tie-in with the owners of Manston Airport, Kent, UK (a remote ex RAF airfield, currently closed). EirJet operated a twice daily service Manchester / Manston which, as you might imagine, wasn't a success!

First flown using the temporary registration F-WWDQ, this aircraft was delivered to Monarch Airlines as G-MONW in Feb-93. After almost 12 years in service it was returned to the lessor in Dec-04 and leased to Eirjet as EI-DIJ a few days later.

Eirjet ceased operations in Oct-06 and the aircraft was repossessed by the lessor It was leased to Mandala Airlines (Indonesia) the following month as PK-RMC. Mandala ceased operations in Jan-11. It was repossessed again, re-registered N391BV and stored at Kuala Lumpur - Subang Airport (Malaysia).

It was ferried to Woensdrecht (Netherlands) in Mar-11 for further storage. In May-12 the registration was cancelled and it was permanently retired.

I also have a photo of this in an earlier life with Monarch Airlines as G-MONW at www.flickr.com/photos/kenfielding/12149641835

Replacing an earlier digital photo with a better version 30-Jun-19.

The AirAsia 'Manchester United' logojet's only visit to the UK.

First flown with the Airbus test registration F-WWIO, this aircraft was delivered to AirAsia as 9M-AFC in Jan-06. It was withdrawn from service and stored at Kuala Lumpur in Feb-20 due to the COVID-19 Pandemic.

The aircraft was returned to Castlelake Leasing as OE-LMT in Sep-20 and moved to Malta in Oct-20. It was leased to Lauda Europe as 9H-LMT in Nov-20.

The aircraft was stored at Stansted, UK on delivery and ferried to Vienna in Mar-21 for continued storage. It returned to Stansted in Apr-21 and entered service in late Jun-21. Current, 30-Aug-23.

Replacing an earlier digital photo with a better version 14-Dec-19.

Named: "Nordrhein-Westfalen".

This aircraft was delivered to Lufthansa as D-ABVY in Dec-00. Current, updared (Dec-19).

Replacing the usual 787 afternoon service.

Replacing a digital photo with a better version 25-Feb-23.

Lufthansa Regional, op by Eurowings

First flown in Sep-91 with the British Aerospace test registration G-6-200, it was registered G-BTVT to British Aerospace in Nov-91. It was initially due for lease to Meridiana SpA (Italy as I-FLRZ but lease was cancelled and the aircraft was stored.

The aircraft was leased to Conti-Flug as D-ACFA in Oct-92. It was repossessed by British Aerospace in Jul-94 and stored. In Oct-94 it was leased to Eurowings. British Aerospace sold it to Trident Aviation Leasing in Mar-98 while the lease to Eurowings continued.

It was initially in Eurowings full livery and later repainted in Lufthansa Regional livery with small Eurowings titles. The aircraft was withdrawn from service and stored at Exeter, UK in Apr-10 and moved to Southend, UK for further storage in Jun-10.

The aircraft was returned to BAE Systems Asset Management as G-BTVT in Aug-10 although it remained stored at Southend. It was transferred to British Aerospace's 'in-house' airline, BAE Systems Corporate Air Travel as G-TYPH in Feb-11.

It operated inter-factory shuttle services for BAE until it was permanently retired at Cranfield, UK in Aug-19. The aircraft was broken up at Cranfield in Nov-19.

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!

Some background:

In the late 1920s, the Aéronautique Militaire (Belgian Air Force) set out to replace its old aircraft. Accordingly, Belgian officers attended the Hendon Air Display where they saw a Fairey Firefly and met Fairey staff. The Firefly toured Belgian air bases in 1930 and met with approval from pilots. This led to a contract for 12 UK-built Firefly II to be followed by a further 33 aircraft built in Belgium.

With the looming German neighbors, Belgium also ordered Hawker Hurricanes to be built in Belgium. However, on 10 May 1940, the Avions Fairey factory was heavily bombed by the Germans, the company personnel evacuated to France, and then left for England. Their ship was sunk by German bombers outside St Nazaire, though, and eight Fairey staff were killed; the survivors worked for the parent company during the Second World War. None of the Belgian Faunes survived this WWII episode.

General characteristics:

Crew: 1

Length: 27 ft 5 in (8.36 m)

Wingspan: 32 ft 3 in (9.83 m)

Height: 11 ft 9 in (3.58 m)

Wing area: 323 ft2 (30.0 m2)

Empty weight: 3,217 lb (1,462 kg)

Loaded weight: 4,594 lb (2,088 kg)

Powerplant:

1× Bristol Mercury VIII radial engine, 625 kW (840 hp)

Performance:

Maximum speed: 253 mph (220 knots, 407 km/h) at 14,500 ft (4,400 m)

Cruise speed: 210 mph[94]

Stall speed: 53 mph (46 knots, 85 km/h)

Endurance: 2 hours

Service ceiling: 32,800 ft (10,000 m)

Rate of climb: 2,300 ft/min[94] (11.7 m/s)

Climb to 10,000 ft (3,050 m): 4.75 min

Armament:

Initially (Mk. I) two synchronised .303" Vickers machine guns in fuselage sides,

plus two .303" Lewis machine guns; one beneath each lower wing.

Mk. IA aircraft had the wing-mounted machine guns replaced by

two 20mm Hispano-Suiza HS.404 cannon

The kit and its assembly:

This one was inspired on short notice by a series of side profiles of a fictional British creation called "Bristol Badger", published by whatifmodeler.com's NightHunter with support from Eswube and Darth Panda - very reminiscent of the PZL 24 fighter, but a biplane. A very pretty creation that could rival with the Gloster Gladiator - and seeing the profiles I wondered if a retractable landing gear could be added, in the style of a Grumman F4F or the Curtiss SBC? Hence the idea was born to take this CG creation to the hardware stage.

Another side of the story is that I had been pondering about changing the ugly Curtiss SBC into a single seat fighter. And since the "Badger" would be an equivalent build I eventually decided to combine both ideas.

Legwork turned out that the Bristol Badger actually existed, so it was not the proper name for this creation. Since my designh benchmark was a Belgian aircraft I simply switched the manufacturer to Avions Fairey (see above). ;)

Effectively the Faune is a kitbash of a Heller SBC and a Polikarpov I-15 from ICM - the latter is a noteworthy, small kit because it is full of details, including even an internal frame structure for the cockpit and a highly detailed engine - without any PE parts.

From the SBC the fuselage and the lower wing was taken. The I-15 donated the upper gull wing and its tail - the SBC's was cut away where the observer's station would be, and the diameter of both fuselage sections matches well. The I-15's fabric cover on the tail disappeared under putty. The SBC's canopy was also used , just the observer's rearmost part was cut away and a new spine and fairing sculpted from putty.

Since I wanted a different engine installation (not the streamlined but somewhat ugly solution of the SBC) the SBC fuselage was also cut away in front of the landing gear wells. Bulkheads from styrene sheet were added, and I implanted the nose section and the Bristol Jupiter engine with an open ring cowling from a Matchbox Vickers Wellesley.

Once the wings were in place I implanted the SBC's struts and some wiring was added. The landing gear comes from the SBC, too. The cannons under the wings come from a Hobby Boss Bf 109F.

Painting and markings:

As mentioned above, I used a Belgian Air Force aircraft as design benchmark, and this meant a simple livery in khaki and aluminum dope, similar to Belgian Gloster Gladiators or Fairey Foxes in the late 30ies.

The paint scheme is very simple, I used "French Khaki" from Modelmaster's Authentic enamel range and acrylic Aluminum from Revell. All internal surfaces were painted with RAF Cockpit Green (Modelmaster). The wing struts were painted glossy black, just as on Belgian Foxes or Gladiators of the time.

After a light black ink wash I did some shading with Faded Olive Drab, Humbrol 102 and even some RLM 02, while the Aluminum received some panels in Humbrol 56 and Modelmaster's Aluminum Lacquer. Panel lines were added with a simple, soft pencil.

The decals had to be puzzled together - originally I wanted to use a set for a Belgian Hurricane, but the carreir film turned out to be brittle, so the roundels now come from a generic TL Modellbau sheet, the "Cocotte Bleue" from an anniversary Mirage 5BE, and the codes actually belong to a Chilean D.H. Venom...

Finally, everything was sealed under a mix of 80% flat and 20% gloss acrylic varnish.

In the end, a major kitbash that looks rather simple - but I am actually surprised how well the parts of the I-15 and SBC went together. And the result does not look like the Frankenstein creation this whif kit actually is... ;)

The Aston Martin DB7 dates back largely to when Ford bought the ailing company in 1988, where with resources gathered from Ford's other new British subsidy Jaguar, the company set out to replace the seemingly ancient Aston Martin V8 design that dated back to 1969. Although the Virage of 1989 was a modern day retelling of the V8 design (by making the whole thing a touch more bulbous and cramming more energy under the hood than Drax Power Station), the company hadn't launched a new model since 1974's Aston Martin Lagonda, which was built to be hopeless. So, with the help of designers from both Jaguar and Aston, and headed by renowned car stylish Ian Callum, the DB7 was in fact built on a collection of all kinds of things merged together. The original styling was in fact meant to be placed onto the failed Jaguar F-Type project, which was shelved for another 20 years before being launched in 2013, with its styling being based spiritually on the DB7 (what a production loophole blackhole!). Placed onto the platform of a Jaguar XJS, Ian Callum gave the car some final alterations to the design to make the original F-Type design look more like an Aston Martin, specifically the radiator grille, styled to look like the famous grille of the mighty DB5.

Eventually the car was launched in 1993 at the Geneva Motor Show to a whirlwind of critical acclaim. The smooth styling was a breath of fresh air for both the company and the British Motor Industry's long reputation of angular and rather dull machines that were merely based on cars that were somewhat endearing in the 1960's. The car was also powered by a smooth 3.2L V6, not a particularly powerful engine, but Aston Martin didn't realise they were sitting on an absolute gold mine of a car. The company even went so far as to not make it the flagship motor, placing it as an entry-level car under the Virage. Eventually in 1996, the Aston Martin DB7 Volante convertible was launched, with both cars going for the princely sum of $140,000 for the standard coupé, and $150,000 for the Volante.

In 1999 the car was given a facelift and replaced with the V12 Vantage, giving the car the grunt and grind of a powerful Aston Martin 5.9L engine, with a top speed of 165mph! Although this was sold alongside the original V6 model, it quickly became apparent that the idea of having a raunchy V12 under the hood was much more satisfying, so they axed it the same year. In 2002, the limited edition GT and GTA models were launched, improving the V12 engine but with little to no styling changes. This new engine was indeed formidable, with Jeremy Clarkson once demonstrating on Top Gear how he could pull away in 4th Gear and eventually get the car to 135mph before hitting the Rev-Counter. Today these are amongst the rarest of cars with only 190 GT's and 112 GTA's built. Another rare variant was the Zagato, launched in 2002, which featured more rounded styling and made it look something like a 2000 Ford Thunderbird. Only 100 of these cars were built, with 99 being sold out immediately upon launch, with one being donated to the Aston Martin Museum. The final variant of the DB7 was the DB AR1, which once again featured different body styling and was fitted with a 6.0L V12 from the Vanquish, giving it a top speed of 186mph. Again, only 99 of these cars were ever built and sold.

The DB7 ended production in 2004 with only 7,000 examples built. DB7's are quite rare unless you look in the right places. With only 7,000 cars built they're not exactly something you'd bump into every day. Except for me because I know three of them that live within about a mile of me!

This structure replaced earlier versions in 1938 at a time when streamlined steam-hauled expresses like the Silver Link would hurtle through in order to achieve a London to Newcastle time of four hours. They must have been a sight to behold and to residents of that era the new station building and these crack expresses must have seemed like the dawning of a new era of total modernity.

Replaced the background

Replacing an earlier scanned photo with a better version 30-Aug-16, plus Topaz DeNoise AI 08-Nov-23.

'Waves and Cranes', Japan World Tail livery.

This aircraft was delivered to British Airways as G-VIIM in Mar-98, it was repainted into the standard Union Flag livery in Oct-04. Now 25.5 years old the aircraft continues in service, Updated 08-Nov-23.

Fall colours fading and replaced with holiday lights and decor.

The Medium Steam Tank was built to replace the Heavy Steam Tank (Mk. I). Field commanders called for a vehicle with the same amount of firepower in a more compact version, making for a smaller target. Although much smaller, it consumes an equivalent amount of coal and moves at roughly the same speed as the Heavy Steam Tank.

The Medium Steam Tank is armed with three automatic rifles and a pair of turret-mounted cannons. (wind-up motor allows it to move on its own, up to three feet)

REPLACED by coloured version www.flickr.com/photos/80179083@N00/54643890912/in/datepos... RM638 new in Jan1961 then sold Jan1990 for export to Japan. M386 new in 1980, privatised in Sep1994 and sold in Dec1997 to Ensignbus. From 2000 on loan to Seville Spain and then in Sep2009 sold to City Sightseeing No302, Seville, Spain (Ians Bus stop). From a degraded colour neg scanned as greyscale. Print is discoloured and faded also so its a bit of a basket case all round.

L'espace est vraiment exigu pour travailler, mais finalement le travail est fait, les nouvelles batteries sont installées et mon amie Laila est heureuse et attend patiemment que le soleil frappe ses panneaux !

Been meaning to do a new shot for Triple W ever since I replaced his hood. This figure really grew on me after a while though he's stil not my favorite Ewok figure.

Thermit reaction

"The Canon New F-1 replaced the F-1n (an upgraded F-1) as Canon's top-of-the-line 35mm single-lens reflex camera in 1981. Like the earlier models, the New F-1 takes FD-mount lenses. Although no date has ever been confirmed, it is thought that the last New F-1 was made in 1992. It was officially discontinued in 1994, and factory support ended in 2004.

The New F-1 is a manual-exposure camera capable of TTL full-aperture metering and stopped-down metering with the included Eye-Level Finder FN. Aperture-priority AE is available by attaching the optional AE Finder FN. Also, shutter-priority mode is optionally available when using either AE Motor Drive FN or AE Power Winder FN .[1]

The New F-1 is an expandable system. It consists of interchangeable viewfinders, focusing screens, motor drives, and alternate backs, all of which are specific to the New F-1. All other Canon components, such as the FD lens series, close up accessories (bellows, extension tubes, etc.), and Canon A and T Speedlights (except the 300TL) are also compatible with the system." -- Wikipedia

replaced with another variation

IMG_0042inv chmixIR

The Mercedes-Benz 190SL was a two door grand touring convertible with a removable hardtop. It was produced by Mercedes-Benz between May 1955 and February 1963. A prototype was first shown at the New York Auto Show of 1954.

The 190SL was sold alongside the faster, more expensive Mercedes-Benz 300SL, which it closely resembled both in its styling and in its fully independent suspension, with both cars having double wishbone suspensions at the front and swing axles at the rear. However, the 190SL did not use the 300SL's purpose-built tubular spaceframe W198 platform, but was instead built on the shortened monocoque R121 platform, which was modified from the W121 small saloon platform.

The 190SL was powered by a completely new, slightly oversquare 1.9L straight-four SOHC engine (Type M121 BII), that developed 105 PS (77 kW; 104 hp) (or 120 gross hp) that earned itself a reputation for not running that smoothly mostly due to the difficulty in properly synchronising the twin-choke dual Solex carburetors, and that, in detuned form, was later also used in the W120 180 and W121 190 models. In fact, the four cylinder engine block of the 190SL was based on the six cylinder engine of the 300 SL. The 85 mm bore was transferred unchanged from the larger engine to the smaller, although the stroke for the 190 SL was reduced from 88.0 mm to 83.6 mm.

The car was available either as a soft-top convertible (initially priced at DM 16,500/$ 3,998) or with removable hardtop (DM 17,650/$ 4,295). A nice option to be had was the third-passenger transversal seat that could even fit an adult. In its early life, the 190SL could also be had as a sports-racing model with small perspex windscreen and aluminum doors. In 1959, the hardtop's rear window was enlarged.

The 190SL was also referred to as the Nitribitt-Mercedes after the scandal surrounding the murder of the call girl Rosemarie Nitribitt, who owned a 190SL.

Both the 190SL and the 300SL were replaced by the Mercedes-Benz 230SL in 1963.

(Wikipedia)

- - -

Mercedes-Benz W121 (zur Unterscheidung vom Pontonmodell 190 wurde der Werkscode um den Zusatz BII = Baureihe II ergänzt) ist die interne Bezeichnung des von 1955 bis 1963 produzierten Mercedes-Benz 190 SL. Plattform für diesen Touren-Sportwagen war die des oben aufgeführten 180er/190er Ponton-Modells. 1953 gab es Studien einer zwei- bzw. viersitzigen Variante des 180er Pontonmodells mit weitgehend der geschlossenen Limousine entsprechenden Karosserien, die aber zugunsten des Entwurfes von Walter Häcker und Hermann Ahrens verworfen wurden.

Die Modell-Zusatzbezeichnung „SL“ ist die Kurzform von „Sport Leicht“. Der 190 SL sollte nahe an seinen „großen Bruder“, den b300 SL Flügeltürer, heranrücken, die Fahrleistungen differierten aber erheblich (105 PS gegenüber 215 PS). Bei Daimler-Benz war man sich von Anfang an dessen bewusst und sprach in den Prospekten von einem „Touren-Sportwagen“.

Der 190 SL wurde in folgenden drei Varianten angeboten:

ab 05.1955 Roadster mit Stoffverdeck – Baumustercode 121.042 – Preis 16.500 DM (nach heutiger Kaufkraft 37.356 Euro)

ab 12.1955 Coupé mit Hardtopaufsatz (d. h. ohne Stoffverdeck/Verdeckkasten) – Baumustercode M 121.040 – Preis 17.100 DM

ab 12.1955 Coupé mit Hardtopaufsatz und Stoffverdeck – gleicher Baumustercode wie Coupé – Preis 17.650 DM (39.960 Euro)

Die Mehrzahl der hergestellten Modelle waren Roadster. Hier gab es die Möglichkeit, ein passendes Hardtop nachzurüsten. Mit der teuersten Version, dem „Coupé mit Roadsterverdeck“, gab es für den Ganzjahreseinsatz beide Dächer. Die 190-SL-Coupéversion wurde sehr selten bestellt, weil man nach Abnahme des Hardtops zum Offenfahren auf schönes Wetter angewiesen war. Ebenso hatte eine spätere Nachrüstung des Stoffverdecks samt Verschlussmechanik und Verdeckkasten hohe Mehrkosten zur Folge.

In den ersten Verkaufsprospekten wurde eine Sportversion des 190 SL angeboten. Für den Renneinsatz (gedacht wurde hier an regionale Bergrennen oder Rallyes) sollten bessere Fahrleistungen durch die Verringerung des Fahrzeuggewichts erzielt werden. Hierzu konnten die Stoßstangen und das Verdeck abgenommen werden. Zusätzlich konnte die Windschutzscheibe durch eine kleine, leichte Plexiglasscheibe am Fahrerplatz ersetzt und die Türen gegen spezielle Leichtmetallexemplare ohne Fenster ausgetauscht werden. Von diesem „Sportroadster“ wurden jedoch nur 17 Fahrzeuge (Quelle: Motor-Klassik 2/1986) produziert, die Modellvariante wurde im März 1956 eingestellt.

(Wikipedia)

My neighbors are getting their roof repaired/replaced. Vålerenga Oslo Norway

RV 489 - March 2011.

Replacing an earlier scanned 6"x4" print with a better version 03-Oct-21 (DeNoide AI). Taken through glass with some bad reflections.

First flown in Nov-88 with the Boeing test registration N1791B.

It had been ordered by the GPA Group (later to become part of GECAS) for lease to Istanbul Airlines. The lease was cancelled and the aircraft remained parked at Seattle-Boeing Field.

It was leased to BMA British Midland Airways as G-OBMG at the end of Mar-89. The aircraft was returned to the lessor at the end of Mar-99 and leased to Travel Service Airlines (Czech Republic) as OK-TVR the following day.

It was wet-leased to Jordan Aviation between Oct-00/Apr-01, and again between Feb/Jul-02. The aircraft was wet-leased to flyGlobespan.com (UK) between Mar/Oct-05.

In Jan-06 it was due to be leased to Air Class Airways (Spain) as EC-JQA. It was ferried to Las Palmas, Gran Canaria, but the lease was cancelled and the aircraft was parked at Las Palmas until it finally returned to Travel Service in late Mar-06.. It was returned to the lessor in Feb-07.

At the end of Feb-07 the aircraft was leased to Hola Airlines (Spain) as EC-KBO. It was wet-leased to Olympic Airlines between Mar/Oct-07 and to Pyrenair (Spain) between Mar/May-08. Hola operated many short-term wet-leases for other airlines until the aircraft was repossessed by the lessor as N870AG in Feb-10. Hola ceased operations five days later.

In late May-10 the aircraft was leased to Safair (South Africa) as ZS-SPA for the southern hemisphere winter season, it returned to the lessor as N870AG in Oct-10 and was immediately leased to SkyKing (USA).

In mid Jan-12 the aircraft was operated on behalf of Direct Air, based in Florida, USA (a seat sales agency with no AOC or aircraft of their own). It was a shambles and ceased operations in mid Mar-12, almost taking SkyKing down with them.

The aircraft was returned to the lessor and stored at Miami, FL, USA before being leased to SkyKing again in Feb-13. They finally ceased operations at the end of Jan-14 when the aircraft again returned to the lessor and was stored at Miami.

In Aug-14 it was leased to Grand Cru Airlines (Lithuania) as LY-CGC. It was wet-leased to Ellinair (Greece) between Jun/Oct-16. At the end of Oct-16 Grand Cru was renamed GetJet Airlines. The aircraft was wet-leased to Tunisair (Tunisia) between Apr/Jun-17 and wet-leased to Ellinair again between Jun/Oct-17. The aircraft was permanently retired at Vilnius, Lithuania in Sep-18 after 30 years in service. It was broken up there in Jan-20. Updated 03-Oct-21.

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!

Some background:

The Grumman F6F Hellcat was a carrier-based fighter aircraft conceived to replace the earlier F4F Wildcat in United States Navy (USN) service. The Hellcat was an erstwhile rival of the faster Vought F4U Corsair for use as a carrier based fighter. However, the Corsair had significant issues with carrier landing that the Hellcat did not, allowing the Hellcat to steal a march as the Navy's dominant fighter in the second part of World War II, a position the Hellcat did not relinquish. The Corsair instead was primarily deployed to great effect in land-based use by the U.S. Marine Corps.

After the Korean War, all surviving F6F-7s were quickly phased out or turned into unmanned target drone.

General characteristics

Crew: 1

Length: 33 ft 7 in (10.24 m)

Wingspan: 42 ft 10 in (13.06 m)

Height: 13 ft 1 in (3.99 m)

Wing area: 334 ft² (31 m²)

Airfoil: NACA 23015.6 mod root; NACA 23009 tip

Empty weight: 9.515 lb (4.320 kg)

Loaded weight: 16.200 lb (6.115 kg)

Max. take-off weight: 15,415 lb (7.355 kg)

Fuel capacity: 250 gal (946 L) internal; plus up to 3× 150 gal (568 L) external drop tanks

Zero-lift drag coefficient: 0.0211

Drag area: 7.05 ft² (0.65 m²)

Aspect ratio: 5.5

Powerplant:

1× Wright ‘Cyclone’ R-3350-24W 18 cylinder two-row radial engine with water injection, rated at 2.200 hp (1.600 kW) at standard power and at 2,500 hp (1,900 kW) with water injection, driving a four-blade Hamilton Standard propeller of 13 ft 1 in (4.0 m) diameter

Performance:

Maximum speed: 330 kn (417 mph, 671 km/h)

Stall speed: 73 kn (84 mph, 135 km/h)

Combat radius: 850 nmi (980 mi, 1.575 km)

Ferry range: 1.380 nmi (1.585 mi, 2.550 km)

Service ceiling: 39.305 ft (12.000 m)

Rate of climb: 4.100 ft/min (21 m/s)

Wing loading: 38.9 lb/ft² (190 kg/m²)

Time-to-altitude: 7.0 min to 20,000 ft (6,100 m)

Lift-to-drag ratio: 12.2

Takeoff roll: 738 ft (224 m)

Armament:

4 × 0.79 in (20 mm) M2 cannons, with 225 RPG in the outer wings

Up to 4,000 lb (1,814 kg) of external loads, including 6× 5 in (127 mm) HVARs, 2× 11¾ in (298 mm) Tiny Tim unguided rockets, 1× 2,000 lb (907 kg) bomb or 1 × Mk.13-3 torpedo on the fuselage centerline rack or 2× 1,000 lb (450 kg), 4× 500 lb (227 kg) or 8× 250 lb (110 kg) bombs on two weapons racks on either side of fuselage on wing center-section

The kit and its assembly:

Originally I just had the idea of a bubble canopy fitted on a F6F, but this turned into more as work progressed and went partly wrong. I recently bought a Hobby Boss Hellcat in a kit bundle, and thought I could abuse this basis for my plan…

The donation canopy comes from a P-51, and due to the Hobby Boss’ massive kit structure the lowered spine was easily sculpted, even though fitting the canopy took some putty sculpting.

But I did not stop there. At first, only a different cowling was envisioned – I had a F4U-5 piece that I tried to graft on the F6F opening, but it went wrong… also, due to the massive kit construction!

While looking for a plan B I stumbled upon a vintage Airfix Skyraider nose section in the scrap pile, held it onto the F6F fuselage… and it was a good match! A leftover propeller from a Heller P-47 was added, too, and the F6F-7 was born.

The resulting aircraft looks very different from the Hellcat one is used to and the lowered spine creates a very unusual profile.

The rest was taken OOB, though. Only additions are the radar pod on the right wing (leftover from an Italeri F4U-5N) and the weapon hardpoints with HVARs and a pair of scratched ‘Tiny Tim’ missiles under the inner wings (just pieces of thick sprue with fins cut from styrene sheet). These are placed behind the propeller disc, yes, but the Tiny Tim was actually carried by F6F in this position. Due to the massive rocket motor pressure the missiles had to be released before it was fired up, so the forward movement would start way off of the aircraft.

Painting and markings:

I wanted to keep the F6F-7 in American hands, but not in the standard, post-WWII all dark blue USN or USMC livery. Since I recently worked on the F3D I was aware that some USMC aircraft had been repainted all flat black with red tactical codes, for night missions, e .g. some F4U, F7F and even F3D. While a uniform black aircraft is IMHO not really exciting I settled for this night intruder role.

Since these aircraft had been re-painted in the field, stencils were minimal and I assume that interior surfaces still bore the original paint – in this case the standard FS 15042.

To create a makeshift and worn look, I painted the leading edges in the blue tone first and then applied a flat acrylic black basic coat with a rattle can. When the paint was still fresh, some of the black was wiped away to let the blue shine through. Furthermore I emphasized panels with a mix of black with maybe 20% dark red added. Some dry-painted aluminum simulates additional chipped and worn paint. Soot stains around the exhausts and the guns were made with dark gray and grinded graphite, which adds a nice metallic/oily shine to these areas on the black background.

All interior surfaces were kept in USN/USMC standard, so that the landing gear wells and wheel discs remained Dark Blue, and the cockpit interior as well as the landing gear struts and cover insides chromate Green.

The markings were puzzled together from the scrap box and an Aeromaster aftermarket sheet with red USAF 45° typo.

Finally, the kit was sealed with matt acrylic varnish.

Replacing an earlier scanned photo with a better version 17-Jan-22 (DeNoise AI).

This aircraft was delivered to the GPA Group and leased to Tradewinds (Singapore) as 9V-TRA in Jul-90, Tradewinds was renamed Silk Air in Apr-91.

It was returned to the lessor in Oct-99 and leased to Cronus Airlines as SX-BGK the following month. Cronus was merged into Aegean Cronus Airlines in Oct-01 and renamed Aegean Airlines in Apr-03.

The aircraft was returned to the lessor in Feb-08 and converted to freighter configuration in early May-08. It was leased to Swiftair (Spain) as EC-KRA later the same month.

It was wet-leased to Agro Air Cargo (Portugal) in Jan-09 and returned to Swiftair in late 2011. It was returned to the lessor in Mar-12 and leased to West Atlantic Airlines as G-JMCM in Apr-12. Current (Nov-16).

Australia.

Ford acquired a 25% stake in Mazda in 1979. The Mazda based Ford Laser replaced the Escort in Australia and New Zealand in 1981. The Laser was built in Japan, Australia and New Zealand .

In Australia, the third generation was the 1990-91 KF series and 1991-94 KH facelift (the last Laser produced in Australia), the new liftback version was an instant success. Again, a DOHC turbo model with full-time 4WD was offered.

In New Zealand, assembly continued on until 1996, sold only in five-door hatchback, as either the Laser Encore or Laser Esprit, (a cheaper alternative to the newer KJ Laser imported from Japan). Both featured red pinstriping and many received dealer-fit accessories such as alloy wheels to boost appeal.

Engines; Mazda 1300, 1600 and 1800cc 4 cyl

replaced roley and has a stamar board

Replacing my passion for landscapes with architecture....not for long I hope. The view from my office...

Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 06-Apr-24.

Photo taken from the International Office Centre at the end of Ringway Road, on final approach for runway 24R.

Named: "City of Luxembourg / Grand Dutchy of Luxembourg".

First flown with the Boeing test registration N1785B, this aircraft was delivered to Cargolux Airlines as LX-FCV in Nov-93.

It was sold to UPS - United Parcel Service in Sep-09 as N581UP and initially stored at Roswell, NM, USA. The aircraft entered service in Sep-10. Current, updated 07-Apr-24.

Note: The registration LX-FCV was previously used on a Cargolux / Lion Air Boeing 747-121 (passenger version) between Jan-88 / Jun-90.

www.bittersweetblog.com

Margaretta Local Schools 9 - 1995 Carpenter International - Retired; Myers Equipment Corp. - Canfield, Ohio. One of two 1995 models once in their fleet. Replaced with a Thomas Freightliner which also ended up being traded-in to Myers.

Replacing an earlier scanned photo with a better version 25-Mar-18, plus Topaz DeNoise AI 07-Feb-24.

This aircraft was delivered to a lessor and leased to German Wings as D-AGWD in May-89. It was repossessed by the lessor in May-90 and stored at Bremen-Lemwerder (now closed).

It was sold to the Cirrus Capital Corporation as N848CP in Oct-90 and remained stored until it was leased to ZAS Airline of Egypt as SU-DAM in May-91.

The aircraft was returned to the lessor in Dec-94 and was leased to Allegro Airlines (Mexico) as XA-SWW in Jan-95. It was returned to the lessor in Jul-98 and sold to AeroMexico the same day.

AeroMexico sold it to Pegasus Aviation Inc in Dec-98 and leased it back. It was returned to the lessor in Apr-07 as N814PG and leased to EuroAir (Greece) as SX-BEU the following month.

It was withdrawn from service and stored at Malmo, Sweden in Oct-08 before being repossessed and re-registered N848SH in Feb-09.

It remained in storage until it was leased to AeroMexico and sub-leased to their 'low-cost' subsidiary AeroMexico Travel in Jul-10 (still as N848SH). It returned to the lessor in May-12 and was stored at Opa Locka, FL, USA.

The aircraft was sold to ASERCA Airlines (Venezuela) as YV539T in Mar-13 and it was permanently retired at Caracas, Venezuela in Sep-16 after 27.5 years in service.

replacing the low quality ones